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Aviation History
1911
1911 - 0839.PDF
SEPTEMBER 30, 1911. I/HE Rear view of the Bristol monoplane, showing the tail elevator and the rudder. mounting, the Gnome crank-shaft is anchored in position by four adjustable steel rods, arranged diagonally, in tension. An aluminium dome above the engine prevents any oil reaching the pilot. The landing carriage is of the skid and wheel variety, the common axle between the two wheels being flexibly attached to the skids by rubber shock-absorbers. Very little wire bracing is resorted to in the under-carriage as rigidity is given to the structure by diagonal struts. Projecting in front are two short upturned skids, which pivot about horizontal bolts against the action of strong steel compression springs. The idea is sound besides being original, for should a landing be made at too steep an angle these skids will give upwards and ease the descent. Rigid skids of this type are unsatisfactory in that they have the habit of digging into the ground and snapping off short under such conditions. The wings, which have a slight dihedral angle, are of notably strong construction. The front and rear spars are fashioned from steel tubing 01 circular section cored with wood. Three trusses of substantial stranded steel cable attached to the front spar of each wing take the weight of the machine in flight. Tne two outer " haubans " are connected to a fitting on the under carriage skids, and the inner one is attached to a clip round the bottom main body "longeron." Both the camber and the angle of incidence of the wings are exceptionally slight, and to these features must be attributed the fine turn of speed that the Bristol monoplane exhibits. A pyramid of oval-section steel tubing supports the weight of the wings, the warp-compensating wire from the rear spar passing through tubes brazed in a fining provided at its apex. The fan-shaped elevating-surface is balanced, in order that its operation should call for little exertion on the part of the pilot. Steering laterally is effected by a balanced vertical rudder mounted at the rear extremity of the main body. The tail unit is protected from contact with the ground by a double skid of rattan cane. Control, in the three dimensions of elevation, lateral balance, and direction, is maintained by the usual universally-jointed vertical lever and pivoted foot bar, which is employed by almost every monoplane descended from the paternal Bleriot. All wires leading to the controlling organs are fitted in duplicate, thereby reducing to ® FUNERAL OF LIEUT. CAMMELL, R.E. WITH ful? military honours, the remains of Lieut. R. A. Cammell, R. E., were laid to rest in the garrison cemetery at Aldershot on Thursday of last week. The chief mourners were the mother, sister and cousins of the unfortunate officer. Six brother officers of the Royal Engineers, including Lieuts. C. M. Waterlow and H. P.. Reynolds, acted as pall-bearers. General Sir H. L. Smith-Ddrrien, and Major-General H. M. Lawson were represented by staff officers and Major-General S. H. Lomax attended in person, while each unit of the Aldershot command was represented. Among others present were Col. J. E. Capper and Major Sir Alexander Bannerman, past and present commandants of the Army Balloon School, and Mr. Mervyn O'Gorman, superintendent of the Army Air craft Factory, Capt. A. D. Carden, Capt. E. M. Maitland, Capt. C. J. Burke, Capt. P. W. L. Broke-Smith, Lieut. A. G. Fox, Lieut. B. H. Barrington Kennett, Mr. de Havilland, Mr. S. F. Cody, &c. There were a very large number of wreaths, including those from the Royal Aero Club, the Air Battalion Royal Engineers at Chatham, naval officers at Eastchurch, &c. . - ® a minimum the risk ot mechanioal failure in the air. The pilot is kept well acquainted with the condition of his fuel supply by a petrol gauge fitted to a small dashboard before him, and a revolution indicator by its side tells him his engine speed. As soon as the Bristol single-seater emerges from its trial stage, and its construction upon standardised lines is embarked upon, the Sketch illustrating the flexible front skids of the Bristol monoplane and the method of springing the single axle. To avoid complication in the sketch the wheel is omitted, but its hub indioates its position. British and Colonial Aeroplane Co. propose to carry out experi ments with a passenger-carrying monoplane of similar design. Such a machine should be most valuable for military reconnaissance work, both on-account of the wide range of view that is obtained from the pilot's seat, and also because of the exceptional speed that it is hoped, and with good reason, such a machine would attain. ® ® THE AERIAL POST. THE experimental Aerial Post between London and Windsor finished up on Tuesday evening, when Mr. Hamel started from Hendon at 5.18 and landed at Windsor at 5.44, with the last bag of correspondence. He left Windsor again about a quarter of an hour afterwards, and was back at Hendon after an absence of only 57 minutes. There was a little contretemps at the end of last week, as Mr. Hamel refused to fly until something had been done for Mr. Hubert, who was injured during the first day of the post. Eventually the matter was amicably settled by the organising committee agreeing to recommend for the approval of the Postmaster-General that ^500 of the net proceeds be given to Mr. Hubert, and on Monday the post was resumed by Mr. Hamel taking a couple of the remaining bags of mails from Hendon. He started at 10 o'clock, and got to within about five miles from Windsor, when engine trouble developed, and he had to descend at Langley, completing the distance to Windsor in a motor car. The label attached to the first bag of mails has been sent by the Windsor Postmaster to the King, by whom it has been gracefully accepted. 84I
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